JP2009143361A - Drive device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive unit for a hybrid vehicle capable of following a rotational frequency of a clutch plate in a synchronizing side, even when rotational frequency of a clutch plate in a synchronized side increases during a speed change. <P>SOLUTION: This drive unit for the hybrid vehicle is applied in the hybrid vehicle having the first rotor rotation-controlled by a motor, and the second rotor engaged with the first rotor. The drive unit for the hybrid vehicle finds a differential value of the rotational frequency of the second rotor, finds a value of feedforward term torque, based on the differential value of the rotational frequency of the second rotor and an inertia moment of the first rotor, and adds thereafter the feedforward term torque to a prescribed torque output to the first rotor. The rotational frequency of the first rotor is made to follow the rotational frequency of the second rotor, even when the rotational frequency of the second rotor is varied, by this manner, in the feedforward control. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a drive device for a hybrid vehicle including a transmission.

  In addition to the internal combustion engine, a hybrid vehicle including a power source such as an electric motor or a motor generator is known. In a hybrid vehicle, an internal combustion engine is operated in a highly efficient state as much as possible, while excess or deficiency of driving force or engine brake is compensated by an electric motor or a motor generator.

  In recent years, various studies have been made to achieve higher efficiency of hybrid vehicles. For example, in the rotating body control device described in Patent Document 1, a dog clutch (meshing clutch) having dog teeth on the clutch plate is introduced as a clutch mechanism, and the rotation speed of one clutch plate on the synchronization side is on the synchronized side. Attempts have been made to perform feedforward control so as to approach the rotational speed of the other clutch plate, and then to perform feedback control so that the meshing positions of the dog teeth are accurately engaged.

JP 2005-278225 A

  However, in the method described in Patent Document 1, if the rotational speed of the synchronized clutch plate increases during a shift, the rotational speed of the synchronous clutch plate may not be allowed to follow.

  The present invention has been made in order to solve the above-described problems. Even when the number of rotations of the synchronized clutch plate increases during a shift, the number of rotations of the synchronization side clutch plate is reduced. It is an object of the present invention to provide a drive device for a hybrid vehicle that can be followed.

  One aspect of the present invention is applied to a hybrid vehicle having a first rotating body whose rotation is controlled by a motor and a second rotating body that engages with the first rotating body. In the fixed speed ratio mode, the first rotational body has a rotational speed detection means for detecting the rotational speed of the rotational body, and the first rotational body has a rotational speed equal to that of the second rotational body. And a control unit that performs feed-forward control by generating a predetermined torque, the drive device for the hybrid vehicle, based on the rotation speed of the second rotating body determined by the rotation speed detection means. A differential value calculating means for obtaining a differential value of the rotational speed of the rotating body; a differential value of the rotational speed of the second rotating body determined by the differential value calculating means; and an inertia moment of the first rotating body. Based on the predetermined torque Comprising feed and forward term determining the value of the torque feed forward term torque calculation unit, said feed forward torque obtained by the feed-forward term torque calculating means, adding means for adding a predetermined torque, the being.

  The above hybrid vehicle drive device is applied to a hybrid vehicle having a first rotating body whose rotation is controlled by a motor, and a second rotating body that engages with the first rotating body, and detects the number of rotations. Means and control means. The rotation speed detection means is a rotation speed sensor such as an encoder or a speed calculator. The control means is, for example, a controller, and feedforward control is performed by generating a predetermined torque in the first rotating body so that the rotational speed of the first rotating body becomes the rotational speed of the second rotating body. I do. The drive device for a hybrid vehicle includes differential value calculation means, feedforward term torque calculation means, and addition means. The differential value calculation means obtains a differential value of the rotational speed of the second rotating body. The feed-forward term torque calculating means calculates the predetermined torque based on the differential value of the rotational speed of the second rotating body obtained by the differential value calculating means and the moment of inertia of the first rotating body. The value of the feed forward term torque to be added is obtained. The adding means adds the feedforward term torque to the predetermined torque. By doing in this way, at the time of feedforward control, even if it is a case where the rotation speed of the said 2nd rotary body changes, a steady-state deviation can be eliminated, and the rotation speed of the said 1st rotary body can be reduced. The number of rotations of the second rotating body can be made to follow.

  In another aspect of the hybrid vehicle drive device, the differential value calculation means may be configured such that the torque of the first rotating body and the second rotation when the rotation speed detection means is out of order. Based on the body torque and the weight of the hybrid vehicle, a differential value of the rotational speed of the second rotating body is obtained. By doing in this way, even if it is a case where the said rotation speed detection means is out of order, the differential value of the rotation speed of a said 2nd rotary body can be estimated.

  The present invention is applied to a hybrid vehicle having a first rotating body whose rotation is controlled by a motor and a second rotating body engaged with the first rotating body, and detects the number of rotations of the second rotating body. In the rotation speed detection means and the fixed gear ratio mode, feed-forward is performed by generating a predetermined torque in the first rotating body so that the rotation speed of the first rotating body becomes the rotation speed of the second rotating body. And a control unit that performs control, wherein the driving device for the hybrid vehicle has a differential value of the rotational speed of the second rotating body based on the rotational speed of the second rotating body obtained by the rotational speed detecting means. Is added to the predetermined torque on the basis of the differential value calculating means for determining the differential value of the rotational speed of the second rotating body determined by the differential value calculating means and the moment of inertia of the first rotating body. Feed forward Comprising a feed-forward term torque calculating means for determining the value of the torque, the feed-forward term torque obtained by the feed-forward term torque calculating means, adding means for adding a predetermined torque, the. By doing in this way, even when the rotation speed of the second rotating body changes during feedforward control, the steady deviation can be eliminated, and the rotation speed of the first rotating body can be reduced. The number of rotations of the second rotating body can be followed.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic diagram of a drive device for a hybrid vehicle of the present invention.

  As shown in FIG. 1, the hybrid vehicle drive device includes an encoder 20 that detects the rotational position of the motor MG1, an encoder 18 that detects the rotational position of the motor MG2, a current control circuit 22, and a controller 24. ing. The encoders 18 and 20 can be configured by a resolver or the like. In FIG. 1, motors MG1 and MG2 and a clutch 15 mounted on the hybrid vehicle are also shown.

  The current control circuit 22 and the controller 24 are realized by, for example, an ECU (Electronic Control Unit). The current control circuit 22 and the controller 24 cause the motor MG1 to generate a predetermined torque and perform feedforward control so that the motor MG2 approaches the rotational speed (target rotational speed) of the motor MG2, and then switches from the feedforward control to feedback control. The rotational position of the motor MG1 is controlled so as to coincide with the rotational position (target rotational position) of the motor MG2.

  FIG. 2 shows a configuration example of the clutch 15. In FIG. 2, the clutch 15 includes a pair of clutch plates 12 and 16. One clutch plate 12 is connected to motor MG1, and the other clutch plate 16 is connected to motor MG2. Accordingly, the rotational speed of the clutch plate 12 and the rotational speed of the motor MG1 are matched, and the rotational speed of the clutch plate 16 and the rotational speed of the motor MG2 are matched. The clutch 15 shown in FIG. 2 shows an example in the case of being a dog clutch. Therefore, the clutch plates 12 and 16 are provided with dog teeth 26. The clutch plate 12 connected to the motor MG1 is configured to be movable (stroked) in the axial direction as indicated by arrows 121 and 122 in the drawing by an actuator (not shown). By moving the clutch plate 12 connected to the motor MG1 in the direction of the arrow 121, the dog teeth 26 of the clutch plate 12 connected to the motor MG1 and the dog teeth 26 of the clutch plate 16 connected to the motor MG2 are generated. Engage and clutch 15 is turned on. Further, by moving the clutch plate 12 connected to the motor MG1 in the direction of the arrow 122, the dog teeth 26 of the clutch plate 12 connected to the motor MG1 and the dog teeth 26 of the clutch plate 16 connected to the motor MG2 And the clutch 15 is turned off.

  Here, in order to engage the dog teeth 26 of the clutch plate 12 connected to the motor MG1 and the dog teeth 26 of the clutch plate 16 connected to the motor MG2 in a meshable state, first, the motor MG1 It is necessary that the rotation speed synchronization control is performed so that the rotation speed matches the rotation speed of the motor MG2. In feedforward control, this rotational speed synchronization control is performed. Further, it is necessary that the rotational position of the motor MG1 and the rotational position of the motor MG2 coincide, that is, position synchronization control is performed. In the feedback control, this position synchronization control is performed.

  The hybrid vehicle drive device of the present invention will be described in detail later. In addition to a predetermined torque, a differential value of the rotational speed of the motor MG2 and a moment of inertia of the clutch plate 12 as a torque to be generated by the motor MG1 during the feedforward control. The torque obtained based on the above (hereinafter referred to as “feed forward term torque”) is generated. Thereby, even if it is a case where the rotation speed of motor MG2 changes during feedforward control, the rotation speed of motor MG1 can be made to follow. Therefore, the clutch plate 12 functions as the first rotating body in the present invention, and the clutch plate 16 functions as the second rotating body in the present invention.

  Here, a specific example of a drive device for a hybrid vehicle will be described. A drive device for a hybrid vehicle to which the present invention is applicable is a drive device for a so-called multimode type hybrid vehicle including a fixed ratio transmission. 3 and 4 show an example of a drive device for a multi-mode type hybrid vehicle.

  The hybrid vehicle drive device shown in FIG. 3 mainly includes an engine 200, a motor MG1, a motor MG2, a power distribution mechanism 300, a transmission device 410, and a power cut-off device 600.

  The power distribution mechanism 300 includes a so-called double pinion planetary gear mechanism. Specifically, the power distribution mechanism 300 is engaged with the sun gear 320, the ring gear 310, the second pinion gear 340 engaged with the sun gear 320, and the second pinion gear 340 and the ring gear 310, which are arranged coaxially with each other. The first pinion gear 330 and the carrier 350 supporting the first pinion gear 330 and the second pinion gear 340 so as to be capable of rotating and revolving are provided.

  Engine 200 is connected to ring gear 310, and power from engine 200 is transmitted to ring gear 310. The motor MG2 is connected to the first pinion gear 330 and the second pinion gear 340 via the carrier 350. The first pinion gear 330 and the second pinion gear 340 are connected to the input shaft 370. The motor MG1 is connected to the input shaft 360. The input shaft 360 is connected to the sun gear 320 via the power cutoff device 600.

  The transmission 410 includes clutches C1 and C2. The clutch C1 controls the connection between the output shaft 700 and the input shaft 360, and the clutch C2 controls the connection between the output shaft 700 and the input shaft 370. When the clutch C1 is turned on, the output of the motor MG1 is output to the output shaft 700 via the input shaft 360. When the clutch C2 is turned on, the output of the motor MG2 is output to the output shaft 700 via the input shaft 370. By changing the output to the output shaft 700 from the output from the motor MG2 to the output from the motor MG1, a shift in the fixed gear ratio mode is performed. For example, in the transmission 410, both of the clutches C1 and C2 are turned on from a state where the clutch C2 is turned on (a state where the output of the motor MG2 is output to the output shaft 700 via the input shaft 370). By shifting to the state in which the clutch C1 is turned on (the state in which the output of the motor MG1 is being output to the output shaft 700 via the input shaft 360) via the connected state, shifting is performed. At the time of this switching, the rotation speed synchronization control is performed between the clutch plate connected to the input shaft 360 in the clutch C1 and the clutch plate connected to the input shaft 370 in the clutch C2. Therefore, the clutches C1 and C2 correspond to the clutch 15 in FIG. Specifically, the clutch plate connected to the input shaft 360 in the clutch C1 corresponds to the clutch plate 12 in the clutch 15, the clutch plate connected to the input shaft 370 in the clutch C2, and the output shaft 700 in the clutch C2. The connected clutch plate corresponds to the clutch plate 16 in the clutch 15.

  The power shut-off device 600 also includes a clutch C3. Clutch C <b> 3 controls connection between input shaft 360 and sun gear 320. When the clutch C3 is turned on, the output of the motor MG1 is output to the sun gear 320. The rotation speed synchronization control between the clutch plates is also performed when the clutch C3 is turned on. Therefore, the clutch C3 also corresponds to the clutch 15 in FIG.

  FIG. 4 shows another example of a drive device for a hybrid vehicle to which the present invention is applied. In FIG. 4, the same components as those shown in FIG. 3 are denoted by the same reference numerals, and description thereof is omitted.

  In the hybrid vehicle drive device shown in FIG. 4, the transmission 410 includes a first speed gear 510, a second speed gear 520, a third speed gear 530, and a fourth speed gear 540. In addition, the transmission 410 includes a clutch C4 and a clutch C5 as clutch mechanisms. Clutch C4 includes a clutch plate 420 and a clutch plate connected to each of second speed gear 520 and fourth speed gear 540. Clutch C5 includes a clutch plate 430 and a clutch plate connected to each of first speed gear 510 and third speed gear 53. Here, the clutch plates 420 and 430 are connected to the output shaft 700 and can stroke in the direction of the double-ended arrows. As the clutch plate 420 strokes, the second speed gear 520 or the fourth speed gear 540 and the output shaft 700 are connected. As a result, the output of the motor MG1 is output to the output shaft 700 via the second gear 520 or the fourth gear 540. As the clutch plate 430 strokes, the first speed gear 510 or the third speed gear 530 and the output shaft 700 are connected. As a result, the output of the motor MG2 is output to the output shaft 700 via the first speed gear 510 or the third speed gear 530. By controlling the clutches C4 and C5, a shift in the fixed gear ratio mode is performed, and at that time, the rotation speed synchronization control between the clutch plates to be switched is performed. Therefore, the clutches C4 and C5 also correspond to the clutch 15 described in FIG.

  Next, the configuration of the hybrid vehicle drive device of the present invention will be specifically described with reference to FIG. FIG. 5 is a block diagram showing a configuration of the current control circuit 22.

  As shown in FIG. 5, the current control circuit 22 includes tooth position calculators 30 and 31 and a subtractor 32. The tooth position calculator 30 determines the tooth position of the dog tooth 26 of the clutch plate 12 connected to the motor MG1 (hereinafter simply referred to as “the dog tooth 26 of the motor MG1”) from the rotational position of the motor MG1 detected by the encoder 20. ) Is calculated. The tooth position calculator 31 determines the tooth position of the dog tooth 26 of the clutch plate 16 connected to the motor MG2 (hereinafter simply referred to as “the dog tooth 26 of the motor MG2”) from the rotational position of the motor MG2 detected by the encoder 18. ) Is calculated. The subtractor 32 calculates a position error Δθp between the tooth position of the dog tooth 26 of the motor MG1 calculated by the tooth position calculator 30 and the tooth position of the dog tooth 26 of the motor MG2 calculated by the tooth position calculator 31. Calculate.

  The current control circuit 22 includes speed calculators 36 and 38 and a subtractor 40. The speed calculator 36 calculates the rotational angular speed of the motor MG2 from the rotational position of the motor MG2 detected by the encoder 18. The speed calculator 38 calculates the rotational angular speed of the motor MG1 from the rotational position of the motor MG1 detected by the encoder 20. Therefore, the encoder 18 and the speed calculator 36 function as a rotational speed sensor of the motor MG2, and function as a rotational speed detection means in the present invention. The encoder 20 and the speed calculator 38 function as a rotation speed sensor of the motor MG1. The subtractor 40 calculates a speed error Δω between the rotational angular speed of the motor MG2 calculated by the speed calculator 36 and the rotational angular speed of the motor MG1 calculated by the speed calculator 38.

  A P controller 34 is connected to the computing unit 32. The P controller 34 is a position controller, and multiplies the position error Δθp by a predetermined transfer function Kp. A subtracter 35 is connected to the P controller 34. The subtracter 35 subtracts the speed error Δω from the value calculated by the P controller 34 (transfer function Kp × position error Δθp). A PI controller 42 is connected to the subtracter 35. The PI controller 42 calculates a torque command value from the value Werr (= Kp × Δθp−Δω) calculated by the subtractor 35.

  The current control circuit 22 includes a disturbance observer (not shown). The disturbance observer calculates a disturbance torque applied to the motor MG1 from the rotation angular velocity of the motor MG1 calculated by the speed calculator 38 and the torque command value. The disturbance torque calculated by the disturbance observer is added to the torque command value calculated by the PI controller 42.

  The current control circuit 22 includes a switch 45. The switch 45 switches between feedforward control and feedback control based on a control signal from the controller 24. In FIG. 5, the flow of control signals from the controller 24 to the switch 45 is indicated by broken line arrows. The switch 45 is connected to the motor MG1. Specifically, the switch 45 is connected to a current controller (PWM) of the motor MG1. Based on the control signal from the controller 24, the switch 45 switches so that the torque command value from the controller 24, that is, the value of the predetermined torque is output to the current controller of the motor MG1 during the feedforward control. In the feedback control, switching is performed so that a value obtained by adding the value of the disturbance torque to the torque command value from the PI controller 42 is output to the current controller of the motor MG1.

  FIG. 6 is a diagram showing the relationship between the time when switching from feedforward control to feedback control and the rotation speed of motor MG1. When performing the feedforward control, the controller 24 controls the switch 45 so that the motor MG1 and the controller 24 are connected. Then, the controller 24 controls the rotation speed of the motor MG1 to be the rotation speed of the motor MG2. Specifically, as shown in the rotation speed control section T1 in FIG. 6, feedforward control for accelerating (or decelerating) the motor MG1 with a predetermined torque is performed. Here, the controller 24 determines a predetermined torque to be output to the motor MG1 based on the rotational speeds of the motors MG1 and MG2. For example, when the rotational speed difference between motor MG1 and motor MG2 is relatively large, controller 24 accelerates (or decelerates) motor MG1 with the maximum allowable torque of motor MG1.

  When the controller 24 determines that the rotation state of the motor MG1 is in a rotation state in which feedback control is possible during the feedforward control, the switch 45 is connected so that the motor MG1 and the PI controller 42 are connected. To control. As a result, a value obtained by adding the value of the disturbance torque to the torque command value from the PI controller 42 is output to the current controller of the motor MG1. And the controller 24 performs position control by feedback control using the feedback control model as shown, for example in patent document 1. FIG. A position control section T2 in FIG. 6 indicates a section in which feedback control is performed.

  Here, when feedforward control is performed, if the rotational speed of the motor MG2 changes, it is difficult to make the rotational speed of the motor MG1 follow the rotational speed of the motor MG2.

  FIG. 7 shows an alignment chart in the fixed gear ratio mode for the motors MG1 and MG2 and the engine. FIG. 7A shows an alignment chart of the motors MG1, MG2, and the engine before the rotation speed of the motor MG2 changes, and FIG. 7B shows the motor after the rotation speed of the motor MG2 changes. The alignment chart of MG1, MG2, and the engine is shown. In FIGS. 7A and 7B, the torque of the motor MG1 is shown as Tg, the engine torque as Te, and the torque of the motor MG2 as Tm.

  In FIG. 7A, the torque Tg is a torque set by the controller 24 so that the rotation speed of the motor MG1 becomes the rotation speed before the torque change of the motor MG2 as the target rotation speed during the feedforward control. is there. Here, as shown in FIG. 7B, when the rotational speed of the motor MG2 changes due to the change in the torque Tm of the motor MG2, the target rotational speed is the rotational speed after the torque change of the motor MG2. It becomes. Therefore, in this case, if the torque of the motor MG1 is left as the torque Tg, a steady deviation remains, and the rotational speed of the motor MG1 cannot be matched with the rotational speed after the change of the motor MG2. Here, it is conceivable to perform integral control in order to eliminate this steady deviation, but it is difficult to set an optimum integral gain in every situation. For example, if the integral gain is set relatively large in order to converge the steady deviation early, problems such as overshoot may occur.

  Therefore, the hybrid vehicle drive device according to the present embodiment includes a differentiator 51, a feedforward term calculator 52, and an adder 53, as shown in FIG. Differentiator 51 obtains a differential value of the rotational speed of motor MG2 based on the rotational speed of motor MG2. More precisely, the differentiator 51 obtains the differential value of the rotational angular velocity of the motor MG2, that is, the rotational angular acceleration of the motor MG2, based on the rotational angular velocity of the motor MG2 calculated by the speed calculator 36. The feedforward term calculator 52 is a differential value of the rotational speed of the motor MG2, more precisely, a differential value of the rotational angular velocity of the motor MG2 calculated by the differentiator 51, and an inertia moment of the clutch plate 12 connected to the motor MG1. , The torque command value from the controller 24, that is, the value of the feedforward term torque added to the value of the predetermined torque is calculated. Specifically, the feedforward term torque Tfmg1 is calculated by the following equation.

加算器５３は、フィードフォワード制御時において、コントローラ２４からのトルク指令値に対し、フィードフォワード項算出器５２によって算出されたフィードフォワード項トルクを加算した後、モータＭＧ１の電流制御器に出力する。このようにすることで、フィードフォワード制御時において、モータＭＧ２の回転数が変化した場合であっても、定常偏差を解消して、モータＭＧ１の回転数をモータＭＧ２の回転数に追従させることができる。

In the feedforward control, the adder 53 adds the feedforward term torque calculated by the feedforward term calculator 52 to the torque command value from the controller 24, and then outputs it to the current controller of the motor MG1. By doing in this way, even when the rotation speed of the motor MG2 changes during feedforward control, the steady deviation can be eliminated and the rotation speed of the motor MG1 can follow the rotation speed of the motor MG2. it can.

  As can be seen from the above, the differentiator 51 functions as a differential value calculation means in the present invention, the feedforward term calculator 52 functions as a feedforward term torque calculation means in the present invention, and the adder 53 It functions as addition means in the present invention.

  It should be noted that the differentiator 51 can be used even when the rotational speed sensor of the motor MG2 fails and, for example, the encoder 18 or the speed calculator 36 fails and the rotational angular velocity of the motor MG2 cannot be obtained. It is possible to estimate the differential value of the rotational angular velocity of MG2. Specifically, the controller 24 can obtain the estimated value ωmg2dot2 of the differential value of the rotational angular velocity of the motor MG2 based on the vehicle output torque and the vehicle weight using the following equation (2). .

ここで、車両の出力トルクＴｐは、車両の出力軸より出力されるトルクである。例えば、図３の例でいうと、モータＭＧ２と連結された入力軸３７０が、クラッチＣ２を介して車両の出力軸７００と接続されている場合には、出力トルクＴｐは、エンジンの分力によるトルクとモータＭＧ２のトルクとによって決まる。エンジンの分力によるトルクは、モータＭＧ１のトルクに基づいて求めることができる。つまり、車両の出力トルクＴｐは、モータＭＧ１、ＭＧ２のトルクに基づいて求めることができる。このことから分かるように、モータＭＧ２の回転角速度の微分値の推定値ωｍｇ２ｄｏｔ２は、モータＭＧ１、ＭＧ２のトルクと、車両重量と、に基づいて求めることができる。

Here, the output torque Tp of the vehicle is a torque output from the output shaft of the vehicle. For example, in the example of FIG. 3, when the input shaft 370 connected to the motor MG2 is connected to the output shaft 700 of the vehicle via the clutch C2, the output torque Tp depends on the engine component force. It depends on the torque and the torque of the motor MG2. The torque due to the engine component can be obtained based on the torque of the motor MG1. That is, the output torque Tp of the vehicle can be obtained based on the torques of the motors MG1 and MG2. As can be seen from this, the estimated value ωmg2dot2 of the differential value of the rotational angular velocity of the motor MG2 can be obtained based on the torque of the motors MG1 and MG2 and the vehicle weight.

  By doing so, even if the rotational speed sensor of the motor MG2 fails, the differential value of the rotational angular velocity of the motor MG2 can be estimated, and the feedforward term calculator 52 calculates the feedforward term. can do.

  FIG. 8 is a flowchart showing a control process for obtaining a differential value of the rotational angular velocity of the motor MG2. A control process for obtaining a differential value of the rotational angular velocity of the motor MG2 will be described with reference to FIG.

  In step S101, the differentiator 51 determines whether or not the rotational speed sensor of the motor MG2 is functioning normally, specifically, whether or not the encoder 18 and the speed calculator 36 are functioning normally. For example, the controller 24 determines whether or not the encoder 18 and the speed calculator 36 are functioning normally based on a command torque to the motor MG2, a vehicle speed sensor, and the like. By receiving, the differentiator 51 can determine whether or not the rotational speed sensor of the motor MG2 is functioning normally.

  When the differentiator 51 determines in step S101 that the rotational speed sensor of the motor MG2 is not functioning normally (step S101: No), the estimated value ωmg2dot2 obtained using the above equation (2). Is obtained as the differential value ωmg2dot of the rotational angular velocity of the motor MG2 (step S102), and the process proceeds to step S104. Thus, in the hybrid vehicle drive device according to the present embodiment, the differential value of the rotational angular velocity of the motor MG2 can be estimated even when the rotational speed sensor fails.

  In step S101, if the differentiator 51 determines that the rotation speed sensor of the motor MG2 is functioning normally (step S101: Yes), the process proceeds to step S103. In step S103, the differentiator 51 subtracts the rotational angular velocity ωmg2old of the motor MG2 obtained in the previous process from the rotational angular velocity ωmg2 of the motor MG2 calculated by the speed calculator 36, thereby calculating the rotational angular velocity of the motor MG2. The difference ωmg2-ωmg2old is obtained, and the difference ωmg2-ωmg2old is divided by the control step time Tstep, which is the elapsed time since the previous control process, to obtain the differential value ωmg2dot of the rotational angular velocity of the motor MG2. Thereafter, the process proceeds to step S104. When the rotational speed sensor is functioning normally, the differential value of the rotational angular velocity of the motor MG2 can be obtained in this way.

  In step S104, the differentiator 51 stores the rotational angular velocity ωmg2 of the motor MG2 calculated by the speed calculator 36 as the rotational angular velocity ωmg2old. If the differentiator 51 determines that the rotational speed sensor of the motor MG2 is not functioning normally, the differentiator 51 integrates the estimated value ωmg2dot2 obtained by the above equation (2) with the control step time Tstep, and thereby obtains it. The obtained value is stored as the rotational angular velocity ωmg2old. Then, this control process is complete | finished.

  As can be seen from the above description, in the hybrid vehicle drive device according to the present embodiment, a differentiator that obtains a differential value of the rotational angular velocity of the motor MG2 based on the rotational angular velocity of the motor MG2 calculated by the speed calculator 36. 51, a feedforward term calculation that calculates a feedforward term torque value based on the differential value of the rotational angular velocity of the motor MG2 calculated by the differentiator 51 and the inertia moment of the clutch plate 12 connected to the motor MG1. And an adder 53 that adds the feedforward term torque calculated by the feedforward term calculator 52 to the torque command value from the controller 24 and outputs the sum to the current controller of the motor MG1. By doing so, even when the rotational speed of the motor MG2 changes during feedforward control, the steady deviation can be eliminated and the rotational speed of the motor MG1 can follow the rotational speed of the motor MG2. it can.

  In the above-described embodiment, the clutch 15 is a dog clutch, but it goes without saying that the clutch to which the present invention is applicable is not limited to this. For example, the clutch 15 may be a clutch having another shape such as a multi-plate clutch. In the above-described embodiment, the example in which the rotational speed of the motor MG1 is made to follow the rotational speed of the motor MG2 has been shown. However, conversely, the present invention can be applied to the case where the rotational speed of the motor MG2 is made to follow the rotational speed of the motor MG1. It goes without saying that the invention is applicable. Furthermore, in the above-described embodiment, both the rotation speed synchronization control and the position synchronization control are performed. However, the present invention is not limited to this, and the present invention can be applied even when only the rotation speed synchronization control is performed. Needless to say, it is applicable.

It is a schematic diagram of the drive device of the hybrid vehicle of this invention. The example of a structure of a clutch is shown. The example of the drive device of the multi-mode type hybrid vehicle is shown. The example of the drive device of the multi-mode type hybrid vehicle is shown. It is a block diagram which shows the structure of a current control circuit. It is a figure which shows the relationship between the time at the time of switching control modes, and the speed of motor MG1. It is an alignment chart in a fixed gear ratio mode for motors MG1, MG2 and an engine. It is a flowchart which shows the control processing which calculates | requires the differential value of the rotational angular velocity of motor MG2.

Explanation of symbols

MG1, MG2 Motor 15 Clutch 24 Controller 22 Current control circuit 18, 20 Encoder 36, 38 Speed calculator 51 Differentiator 52 Feed forward term calculator 53 Adder

Claims (2)

The present invention is applied to a hybrid vehicle having a first rotating body whose rotation is controlled by a motor and a second rotating body engaged with the first rotating body, and detects the number of rotations of the second rotating body. In the rotation speed detection means and the fixed gear ratio mode, feed-forward is performed by generating a predetermined torque in the first rotating body so that the rotation speed of the first rotating body becomes the rotation speed of the second rotating body. A drive unit for a hybrid vehicle having control means for performing control,
Differential value calculating means for obtaining a differential value of the rotational speed of the second rotating body based on the rotational speed of the second rotating body determined by the rotational speed detecting means;
A value of the feedforward term torque to be added to the predetermined torque based on the differential value of the rotational speed of the second rotating body obtained by the differential value calculating means and the inertia moment of the first rotating body. Feedforward term torque calculating means for obtaining
A hybrid vehicle drive device comprising: addition means for adding the feedforward term torque obtained by the feedforward term torque calculation means to the predetermined torque.   The differential value calculating means is based on the torque of the first rotating body, the torque of the second rotating body, and the weight of the hybrid vehicle when the rotation speed detecting means is out of order. The hybrid vehicle drive device according to claim 1, wherein a differential value of the rotational speed of the second rotating body is obtained.

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